System of eliminating automatic train-control apparatus



Dec. 25, 1928. 1,696,383

. P. J. CLIFFORD SYSTEM OF ELIMINATING AUTOMATIC TRAIN CONTROL APPARATUSOriginal Filed Oct. 10, 1923 3 Sheets-Sheet 1 N g r I bk E 5 Invnfar:

Raina J01?! 1 Clifford,

Ait ya Dec. 25, 1928. 1,696,383 P. J. CLIFFORD SYSTEM OF ELIMINATINGAUTOMATIC TRAIN CONTROL APPARATUS Original Filed Oct. 10, 1923 3Sheets-Sheet 2 awn/nap.

Dec. 25, 1928. 1,696,383

P. J. CLIFFORD SYSTEM OF ELIMINATING AUTOMATIC TRAIN CONTROL APPARATUSOriginal Filed Oct. 10, 1923 :5 Sheets-Sheet s Pairz'ck Jd'yjordPetetated Dec 25, 1928.

PATBECIT. J. 'GLIEFQRI), Q FALLEL PEIlir PQRA--ON OE All DELAVFABE.

SYSTEBE OF ELIMINATEHG AUTGMATIC TR;

Substitute for abandoned application Serial No. 6 January 27, 1928.

In an application for Lotte United Statics filed by me lvl rch Z-lth,1919, iberial lluniher 528e,?8l, I describe a train stop system in whichan eliminating valve is en1- ploycd to prevent the operation the autoll'laiilc mechanism and an automatic applicm tion of the biiikcs whenthe engi cor redr c speed by making a manual service appllcz e lion ofthe hrahca by )perating his autmnatic b 111% valve.

in air brake systems as generally con strucced there a valve khown asthe (lead head valve which is loc ted in the train pipe under theengineers automatic brake valve. 'lhis valve. is closed when an enginecou pled onto a train as a second ei'igine the purose of closing thevalve being that this engine, so far as the application oi thebraliesconcerned, is rendered deao and the operaion of applyin the brakes isentirely within the control of the engincnizn of the first on gin o. a

lt is one oi my present invention to n'ovide means whereby when anengine, having an automatic braking apparatus including' an oliini atiomeans mounted thereon coupleuto the l in as the first or sole engine,and by h'listake or otherwise, has its dead head velve closed thecliinii ing inaans which is intended. to prevent automatic braking willbe nullified so that the engineer can not under these circumstanceseliminate automatic braking but on the contrary, auton'iatic l rakingwill go on when the caution or danger board reached and the train willbe brought to a stop i'lotifying the rs Patent of the I engineer thatthe dead headvalve been wr glj; set in closed positioi'h and thus lll'lpelling him to correc the fault.

, With p 'ior autom c systems it would be possible for the engineer, ifhe were disposed to disobey the rules, to eliminate automatic braking:without making a i'i'iancal SQlVlCG application of the brakes. To dothis he would close his dead head valve, which would prevent him frominahi a train pipe reduction when he set hisautoinatic service valve Hin service position. i The pla ingot his valve in service position wouldeliminate eutoniatic braking, so that we would then have a conditionwhich would enable the engineer messes is I 'SYLV NIA ASE IGNOR T0 TRAINCONTRGL ESE cIGJSl, G1? SCRPLNTGN, FENNSYLVANIA A CORTEORATION OE ume,filed Gctober 1c, 1923. This application s enial N0. 259,035.

to defeat automatic brakingwithout reducing the speed of his train.'lhis contingency is one that would arise only from an exceptionalcondition, because this dead heed. valve is one that is intoded tobcmanipulated only when an engine is coupled up a second engine. However,to extend the element oi? saitety'to its full limit 'it desirabletoremove the possi ilitv this exceptional condition or circumstance ex]tin This application is filed a'suhstitute -for niv now lease valve.

Fig, 7 is a view of my improved dead head valve and associated parts.

8 is view of another form of tlieinvention. V

in these drawings I have shown the automatic braking system as operablefrom a ramp; through a contactroll l, butit will be uhderstood that theinvention is not lllllr ited in this regard, as the automatic system mayhe operated from the electrical coii (lit-ion oi the traiiic rail systemof the railway.

In this system the operation oftho contact roll 1 mo es a'valve showngenerally a113,- which supplies equalizing reservoir air pressurethrough a pipe 8 and pipe 14 to a cylinde a of a trio'oer valve 19. Thisvalve is thereby opened to supply equalizing reser-' VOliffill throu 'hbranch pipe 13 and pipe 15' toan' automatic air release valve showngenorally at A so that when this valve is opened train line aiii will bedischarged to atmosphere through port 445 for the automatic applicationof the brakes audithe stoppegeof 6' is a view of the automatic [airrcthe train. a As a part ofthis automatiosys-- tem there is also anengineers disabling valve B to which equalizing air pressure is suppliedthrough the trigger valve 19 so that the engineer will be prevented frominterfering with the automatic application of the brakes when theautomatic action is to take place. This disabling valve receives its airpressure from pipe by way of a part of the valve organization A througha pipe 51, and when pressure exists in this last named pipe the valve Bwill be closed and prevent the access of air from the main reservoir Xto the engineers big brake valve H, known in the estinghouse system asthe engineers automatic brake valve. The engineer will therefore beprevented from obtaining a supply of air from the main reservoir forrecharging the train line and. interfering with the automatic braking.

This disabling valve is located in the piping 50*, 50, extending fromthe main reservoir and connected up with the engineers brake valve H forsupplying it with main reservoir pressure.

Eliminating cal re.

For eliminating the automatic braking mechanism when the engineer makesa service application of the brakes, an eliminating valve B is providedin the pipe 15 leading to the automatic air release valve A. This valveis normally open so that air pressure is free to pass through the pipe15 to the automatic air release valve A when the trigger valve 19 isopen. When, however, the engineer makes a. manual service brakeapplication by placing his automiatic valve H in service position, a.supplemental air supply valve If is opened and air pressure goes throughpipe 52 from the chamber above the rotary valve of the engineersautomatic brake H to the up per side of the eliminating valve B, thusclosing the same to shut the pipe 15 and pre vent air from going fromthe trigger valve 19 to the automatic service valve organization A, thuseliminating automatic braking during manual braking.

The dead head valve is shown at DH. The purpose of this valve whenclosed is to out out the engineers automatic brake valve H so that ifthe engine is to be used as a second engine in a train, its trainbraking mechanism; will be out out of operation and braking actions willthen be under the sole control of the engineer of the, first engine.

Suppose, however, by accident or otherwise the dead head valve on thefirst engine is closed, and that this valve is of the usualconstruction, this would prevent the engine er from making a serviceapplication of the brakes by setting his valve H in service position,but it would not prevent the elimination of automatic braking.

In other words, supposing the valve DH to be of the usual knownconstruction and accidentally closed on the first engine, then when theengineer sets his automatic brakevalve H in service position he wouldeliminate automatic braking by closing valve B, but he would not get a.service application of the brakes because the wrongly closed dead headvalve DH would prevent-him from reducing train line air pressure. Hewould therefore go by a caution or danger board at full speed and anaccident might result.

To prevent this I have provided means whereby the possibility ofeliminating automatic braking will depend upon the normal or openposition of the dead head valve, and therefore if this is closed for anyreason, then the engineer cannot eliminate automatic braking byoperating his valve H, and he would get an automatic stop, which ofcourse would notify him that his dead head valve is wrongly set, i. e.closed. Or if for any reason the engineer attempted to defeat automaticbraking without making av manual brake ap plication (which could be doneby closing the ordinary dead head valve) he would be prevented fromdoing so by the present improven'lent.

This improvement consists in employing the dead head valve as a cut offin the pipe 52 which sup-plies air pressure from the engineefis brakevalve H to the eliminating valve. For this purpose the casing (UL of thedead head valve is interposed in the pipe 52 and is provided with apassage 52 connecting the sections of this pipe This passage iscontrolled by the rotary plug member of the dead head valve DH, forwhich purpose said plug member is: provided with a supplemental port Iwhich closes this passage when the dead head valve closes the trainpipe. Therefore under this closed condition of the valve DH, even thoughthe engineer sets his valve H in service position, there will not be anytrain pipe reduction, nor will there be an elimination of automaticbraking take place, but on the contrary, the brakes will beauton'iatically applied. If. however, the dead head valve is open, thenthe. engineer can manually apply the brakes and his act in doing thiswill cause climina tion of the automatic action. He cannot eliminatewithout applyin the brakes.

Now it is of course necessary to eliminate the automatic. apparatus onthe second engine. This is done by coupling up the trigger valveorganizations 19 of the two engines. For this purpose a pipe 15 fer anextension of the pipe 15 is provided w the usual valved coupling 15 toconnect witn the usual coupling member 15 and the latte connects withthe piston chamber 35 of tl trigger valve on the second engine the. whenthis tri er valve is open the r pres sure will pass through pipes 15,15" to the chamber 35 of the trigger valve of he second engine and theaction of this will be nullified, despite the fact that the contact roll1 of the second'engine Will strike the ramp and cause the valve to open.

The operation of the two trigger valves may be stated as follows: i

hen the valve 19 of first locomotive is opened, air will go through 15and 15* and 15 to chamber 35 of the secondvalve, and will immediatelyset the piston in this chamber over and retract the dog 26. It will alsolet air go intochamber o of this valve. thus holding valve 19 of thesecond locomotive in closed position, so that when the second contactvalve strikes the ramp the air let into chamber 0 of the second valvewill have no effect in thrmving valve 19 (second) to locked position,because this is resisced by the pressure in chamber a and be ause thedog- 26 of the second valve will be retracted.

It may be noted, too, that there is a difference between the actions andcourse of air in holding the trigger valve of the second locomotiveinactive or preventing it from being held open, and the action andcourse of air in resetting the first valve, for the follow ing reasons.In restoring the first valve to closed position, the air must build upin chambers 35 and a through the minute port 15. This takes time. Inrespect to the sec-- ond valve, however, the air ifor operating thepiston in chamber 35 does not go through the small port 15 of the secondvalve, but it enters the chamber directly through the supplemental pipes1? and 15 which are as large as the pipe 15. "This will quickly operatepiston 36 and retract the bolt 26. Fun thermore, air in sufficientquantity will pass from chamber 35 through pipe 37 to chamher a of thesecond engine, thus opera-ting; upon piston 7) to hold the valve 19 inclosed position. The small. port 15 does not enter into this action atall.

Indeed, actual tests prove that the second trigger valve will not goover at all because pressure will get into chamber a and it re quiresbut slight pressure here to counteract the pressure in chamber a, Itrequires but slight pressure in chamber o 01 the second valve, or, infact, either valve, to hold the valve in closed position. because thepressure in cl lumber is that which results from only a momentaryopening of the contact valve 3. whilethe pressure behind the piston Z).of chamber a of the second trigger valve is full and continuedequalizing reservoir pressure say of pounds, so long as the first valveis open.

, The trigger valve mustremain open to prole the interval of. time thatthe air is supplied to the automatic mechanism. because the inlet port22 thereof is small as compared with the diameter of the pipe 15 and thecapacity of the chamber in the valve A and the length of pipe 51.

The valve will remain open until pres sure builds up beyond it inpipe15, the chamber of valve Aand pipe115 suificientl'y, so that, passingback through the small" port 15, it'will operate the piston-36 andrelease the lock outrigger 26 of this valve,fso that the pressurepassing ;fthrough pipe 3'? into chamber a can restore the valve toclosed position. A similar action takes place when the elin'iinatingvalve B is closed, but; the time interval is not so long. In the lattercase, say that it takes four seconds for this trigger valve to performits cycle. .The engineer, knowing this, will hold his valve H in serviceposition at least this, length of time, for he knows thati't he did notdo so, the eliminating alve B "would openas soon as he returned valve Hto release or running position, and he would know that he would get anautomatic brake application because the trigger valve would still beopen. In holding his valve H in service position long enough toelin'iinate the automatic brake mechanism, he would get a serviceapplication of the brakes long; enough to materially retard the train..a He cannot therefore under any circumstances eliminate without slowingdown the speed'of the train. If he places his valve H back in release orrunning position immediately after placing it in: service position, hewould take air away from the eliminating valve and this would open, thisbeing due to the fact-that the supplemental valve k would close, cuttingoil theair supply, and air would escape from pipe 52 around the ball h.

Whathas been said regardingthe dead headvalve DH applies to all cut outvalves of the system on the engine. They all may be connected up in thepipe leading to the eliminating valve so that elimination of antomaticbraking can be accomplishedonly when all ofthese valves are open. I

' In Fig; 8 I show a connection for supply ingbrake pipe pressure to theunder side of the eliminating valve when the out; out cock is closed tocut out the engineers valve, so that if pressureis introduced to theupper side of the eliminating, valve to close the same, this will be"resisted by the pressure below the valve and it will remain open. Thecut out cock therefore has ports which will connect the train line withthe under side of the eliminating valve when said out out valve is setto. make the engine dead, as to manual braking.

The engineers disabling valve ,may be placed in a position other thanthat shown, that is, it may be placed in the train pipe so that theengineer-cannot recharge the train pipe and release the brakes when thisvalve is closed. V

This disabling valve may be opened, when,

after a. prescribed lapse of time, the air is.

bled away therefrom through port 56 of the automatic airrelease valve A,consequent upon the restoration of this valve to closed position, whenair is bled away therefrom through port 22" of the trigger valve whenthe latter is returned to closed position.

For opening this disabling valve air pres sure may be derived from anysuitable source, under the control of the engineer, as for instance,through pipe 57 from the engineers independent brake valve S, which getsits supply, for restoring the disabling valve, from the applicationchamber of the distributing valve through the disabling valve releasepipe m, the air finally exhaust-ing through port \V of the disablingvalve, which then in effect becomes the exhaust port for the S valveinstead of the usual exhaust port at said valve.

I claim:

1. In combination in automatic train stop systems, automatic train stopapparatus on the vehicle or engine, means for eliminating the functionof said automatic apparatus as a consequence of the engineer setting hisbrake valve in service posit-ion and thus retarding the train, a cut outvalve to render the engine dead so far as braking is concerned. so thatsaid engine may be coupled up with a first engine to assist the samewith its motive power, said eliminating means being nullified when saidout out valve is closed, so that in case said valve is closed on thefirst engine, the automatic train stop means thereon will be effective,even though the engineer sets his automatic brake valve in brakingposition, substantially as described.

2. In combination in automatic train stop systems, automatic train stopapparatus on the vehicle or engine, means for eliminating the functionof said automatic apparatus as a consequence of the engineer setting hisbrake valve in service position and thus retarding the train, a cut outvalve to render the engine dead -so far as braking is concerned, so thatsaid engine may be coupled up with a first engine to assist the samewith its motive power, said eliminating means being nullified when saidcut out valve is closed, so that in case said valve is closed on thefirst engine, the automatic train stop means thereon will be etl'ective,even though the engineer sets his automatic brake valve in brakingposition, said cut out valve when closed also closing the air passageleadin from the engineers automatic brake valve to the eliminating meansto nullify the latter.

3. In combination in automatic. train stop systems, automatic train stopapparatus on the vehicle or engine, means for eliminating the functionof said automatic apparatus as a consequence of the engineer setting hisbrake valve in service position and thus retarding the train, a cut outvalve to render the engine dead so far as braking is coin corned, sothat said engine may be coupled up with a first engine to assist thesame with its motive power, said eliminating means being nullified whensaid cut out alve is closed, so that in case said valve is closed on thefirst engine, the automatic train stop means thereon will be ettective,even though the engineer sets his automatic brake uilve in brakingposition, a valve on the engine to supply air to the automaticapparatus, means for automaticilly operating saidvalve, means forsupplying air from the valve of the first engine when open to the supplyvalve meelnmism of the second engine when this is coupled up with thefirst engine tor nullitying the second supply valve and thus preventingit from supplying air to the automatic system of the second engine foroperating it, substantially as described.

4;. In combination in automatic train stop systems, automatic train stopapparatus on the vehicle or engine, means for eliminating the functionof said autoi'natic apparatus as a consequence oi the engineer settinghis b ake valve in service position and thus retar-ding the train, a cutout valve to render the engine dead so tar as braking is concerned, sothat said engine may be coupled up with a first engine to assist theSftl'l'ic with its motive power, said eliminating means being nullifiedwhen said cut out valve is closed, so that in case said valve is closedon the first engine, the automatic train stop means thereon will beeli'ective, even though the engineer sets his automatic brake valve inbrakin position, a trigger valve on the engine to apply air to theautomatic apparatus, means for automatically opening said valve, meansfor locking said valve in open position, means acted on by pressurebuilt up between said trigger valve and the automatic apparatus forresetting said valve to closed position, said valve having a bleed portfor the discharge of air from the automatic apparatus when said triggervalve closed, n'ieans tor supplying air from the trigger valve of the list engine, when open, to the resetting means of the trigger valve oi thesecond engine for holding this closed, subs itially as describezjl.

p in testimony whereof, I allix my ilflllfliill't.

PATRICK J. Cl fi Eillll).

